Pneumatic signal for railway-crossings.



No. 874,622. PATENTED DEC. 24, 1907.

- J. w. PIPKIN & H. s. MITCHELL. v

PNEUMATIC SIGNAL FOR RAILWAY OROSSINGS.

' AAAAAAAAAAAAAAAAAAA 14,1907.

.m..s74,622. PATENTED 15110. 24, 1907.

I. W. PIPKIN & H. s. MITCHELL. PNEUMATIC SIGNAL FOR RAILWAY OROSSINGS. APPL- IIIIIIIIIIIIIIIIIIIII 7.

1 gii W attorney No. 874,622. PATENTED DEC. 24, 1907. J. w. PIPKIN & H. s MITCHELL.

PNEUMATIC SIGNAL FOR RAILWAY CROSSING S.

APPLICATION FILED MAY 14,1907.

' a SHEETS-SHEET 3.

M. I a g UNITED STATES PATENT OFFICE.

JAMES W. PIPKIN AND HILLARD S. MITCHELL, WILTON, ARKANSAS.

PNEUMATIC SIGNAL FOR RAILWAY-CROSSINGS.

Specification of Letters Patent.

reamed Dec. 24, 1907.

Appli oationfiled May 14; 1907; 7 Serial No. 373.583.

pose being to notify any one at the crossing.

of the approach ofa train, thereby preventing a casualty.

The invention contemplates both visual and audible signaling means and a fluid medium, such as air, for actuating the same, a pipe line extending from the signaling means to a pum or air compressor to convey comressed an to the signaling means for actuatmg the same when the air compressor is operated by an approaching train.

In the event of the invention being adapted to a roadway, signaling'means are arranged at one or each side of the railroad to be simultaneously operated, thereby giving-ample warning from either ap roach. At a crossing of twov railroads, slgnals are a1"- rangedfor each approach, three of such signals being simultaneously operated to give ample and pro er warning both to the engineer and to a vis'ehim of-the proper workings of the system, and to any one approaching the crossing to apprisethem of impending danger. A

For a full description of the invention and the merits thereof and also to acquire a knowledge of the details of construction and the means for effecting the result, referenceis to be had to thefollowihg description and accom anying drawings.

Whi e the invention-may be adapted to difl'erent forms and conditions by changes in.

the structure and minor details without departing from the spirit or essential features thereof, still the preferred embodiment is shown in the accompanying drawings, in which: I, K

Figure 1 is a' top plan view of a railway crossing-equipped with safety appliances embodying the invention. Fig. 2 1s a pers ective view of the crossing showing the sa ety appliances in connection with two approaches. Fig. 3 is a top plan view of a compressor and a system to admit of the parts returning to norpressible strip for actuating the air comapted to rock for bleeding the mal position. Fig. 4 is a longitudinalsection on the line 44 of Fig. 3. Fig. 5 is a sec tional view on the line 55 of Fig. showing the support at one endof the compressible piece to admit of the same rocking. Fig. 6 1s a detail; view of'the secondary semaphore signal and the operating means for side tracking or' causing the train to leave. the main track. Fig. 7 is an end view of-the relief valve showing a portion of the operating rod. Fig. 8 is a detail view of the lantern or night signal and the operating means for effecting turning thereof.

Corresponding and like parts are referred to in the followin description and indicated in all the views 0 the drawings by the same reference characters.

At the crossing of two tracks 1 and 2 is'arranged a fourway coupling E from which pipes 3 lead to the air compressing means. i

or convenience the four approaches to the crossing are designated by the reference letters A, B C and Each approach is similarly equipped with safety and signal ap li-. ances indicated, respectively, by the reference letters F, G, and H. Air compressin means J are-provided for each approach an are adapted to be operated bythe train or car approaching the crossing. The signal. devices F and G are located some distance apart, the former being actuated by means of a train fromany approach other than that upon which the train is moving towards the signals F and G when theyare set, to indicate danger.

crossing. The signal G is brought into play I The air compressor consists of'a cylinder 4,

a piston 5 arranged to operate in the cylinder and having a projecting stem 6, and

check valves 7 and 8. The. check valve 7 opens inward or towards the cylinder to admit air thereto when the piston 5 is moved upward in the cylinder 4. The check valve 8 opens outward away from the cylinder to admit air being forced into the main pipe 3 when the piston is depressed by the action of the train or car. Whenthe check valve 8 is open, the check valve 7 is closed, and vice versa. The piston 5 is pressed upward preferably by means of a spring 9 located within cylinder 4 so as to be housed and protected thereby. Openings 10 are formed in the upper end of the cylinderfor ingress and egress of air so as not to affect the movements of the piston which would otherwise result if no vents were provided. The compressor is preferably arranged between the rails of the track and adjacent to one of the rails and between the adjacent ties, and occupies an upright position, so that the weight of the car may be utilized for depressing the piston and thereby charge the main pipe and signal and safety appliances with air under pressure sufficient to insure positive and certain operation thereof. plate or bar 11 extends over the stem 6 and is of bow form, its end portions being connected by suitable means to a plate or bed. The strip 11 is resilient and is located adjacent to the rail in proximal relation to the compressor so as to receive direct pressure from the wheels of the car, locomotive or the like passing thereover. When a car is moving towards the crossing, the strip or plate 11 is depressed by the wheels passing thereover. The downward movement of the piston within the cylinder charges the main pipe 3 with air which is utilized for operating the signal and, safety appliances in the manner hereinafter stated. The strip 11, in addition to its depressible movement, is mounted as indicated in Fig. 5 to receive a rocking movement, the latter motion being utilized to open a valve 12 by means of which the stem is relieved of compressed air and the parts permitted to return to normal position. To effect this result a portion of the strip for a short distance from one end is cut away as indicated at 13, forming a space between the edge of the strip and the adjacent rail into which the flange of a car wheel enters and forces said strip 11 away from the rail. The cut away portion 13 is at the end of the strip facing the corner, and said strip is adapted to be rocked or moved away from the rail by a train or carwhen receding from the crossing only. The strip 11 is mounted to receive a rocking movement and a lever 14 is arranged upon the inner side thereof to be 0 erated when the strip is moved laterally, sa1d lever being connected by means of a rod 15 to the valve 12 to effect opening of the latter when the said lever 14 is actuated. A vertical flange 16 is provided at the inner longitudinal edge of the strip to be engagedby the flange of a car wheel when approaching the corner so as to hold the stri close against the rail and prevent outwar movement thereof. When the train is receding from the crossing, the flange of the wheel wedging into the space formed between the cutaway portion 13 of the strip, and the rail efl'e'ctspositive lateral movement of said strip, with the result that A depressible strip to the primary semap phore arm 17. An audible signal 23 consisting of a Whistle is connected with an end portion of the cylinder 20 to be sounded when the piston 21 is moved upward and after said piston has reached its upward movement and has cleared the connection .of said signal with the cylinder. It will thus be understood that the signal 23 performs the double features of apprising one of danger and at the same time affording a vent for he cylinder at each stroke of the piston therein. When the piston 21.is driven to theupper end of the cylinder, the semaphore arm 17 is lowered in the danger position, and the lantern 18 is also turned to indicate danger. i

The semaphore arm is depended upon to indicate danger by day, but at night the lantern 18 is utilized. Colored lenses or glasses are set in the sides of the lantern to give proper warning and in one position the lantern shows one color, or light, and in another positiona diflerent color. The relative position of the lantern is fixed by the following means: A block 24 is provided with a spiral or inclined guide Way 25 with which cooperates connection 26 of the lantern 18. A link 27 connects the lantern with an end of the semaphore arm 1?,hence as said semaphore arm is raised or lowered the lantern is correspondingly elevated or depressed, thereby causing the connection 26 to ride in the spiral guide Way 25, with the result that the lantern is given a one-fourth revolution at each upward or downward movement of the semaphore arm.-

The secondary semaplhore signal is similar ore signal and comprises a semaphore arm 28, cylinder 29, piston 30 arranged to operate in the cylinder 29, and connected with one arm of the semaphore, a lantern 31 connected with the opposite arm of the semaphore, and a signal 32 adapted to be operated by means of the air escaping from the cylinder 29. secondary signal nor the safety operating means are brought into play by means of a train or car approaching the crossing or a given branch, that is, a train moving towards Neither the the crossing upon the approach A will not operate anyone of the signals F or orthe safety appliance H on sa1d approach, except a train shall havecleared the chin ressor or anyone of the other three ap roac es, when the secondary signal G and t 6 safety appliance H will be brought into operation by the train on the approach A. If the three approaches B, C and D are cleared, a train advancing towards the crossing on the approach A will upon reaching the compressor J charge the main pipe 3 with air under pressure, and said air will pass to the fourway valve'E and from thence about each of the three primary signals F, of the other three approaches B, C and D, so as to give the branch pipe 34 connects with a side of the box intermediate of its ends.

warning that a train is approaching the crossing. Should the car or train move :towards the crossing upon the approach A, and observe the primary signal P set, it is an indication that someone of the other approaches is occupied, but should the train neglect to heed the said signal F and pass by the same, the train in passing over the compressor will set the signal G and operate the safety appliance H and upon approaching will find signal G set, and-should this signal go unheeded and the train continue to approach, it will be either side-tracked or ditched, thereby clearing the main line. A valve is provided for each approach and may be of anyconstr'uction so long as it serves to prevent operation of the primary signal on the approach occupied by the moving train.

As shown in Fig. 6, the valve consists of a box 33 with which the mainpipe 3 and branch pipe 34 connect. The main pipe connects with'opposite ends of the box, whereas Within the box is arranged a valve 35 pivoted at one end and normally closing the branch pipe 34. portion of the valve near its free end is deflected, as shown at 36 and is provided with a check valve 37. -A deflected'or inclined portion 36 extends across the direct path of the current of air between the ends of the:

main pipeconnected to the box 33. The

air entering the box a holds the valve 35 seated, but opens the check valve 37 and asses out atbfthence to the four-way coup ing E and to the cylinders of the signal means F at each of the other threeapproaches. Whenqt'he air comes in the opposite direction, that is; enters the box at b, it

o ens the valve 35 and passes} out through t e branch 34, thence into the cylinderf20 and actuates the signal. This latter operation is what takes place at each of the three approaches B, C and D, when a train is moving towards. the crossing on the approach A.

A branch pipe 35 connects with the cylinder 29 of the secondary signal G and with the reaching an operating air compressorJ, forces its chargeinto' the branch pipe 35' so as to 7 upper end of the cy lnder 39, and a short pipe switch-38 is opened to the mar-n line. so as to fvided with a rod or bar 50 which is adapted actuate the secondary signal G and the safety appliance H, instead of sending the charge of air to the four-way E and to the primary signals of each of the other three coupling approaches. This is'indicated most clearly 111 Fig. 7. The primary signal F upon the approach A, when set by a train or car upon anyone of the other approaches, moves the valve '37 so as to shutoff theair from the pipe 3 at A and opens communication between the ipe 3 and the branch 35 at the valve-37, lience when the engine or train upon the approach A operates the com ressor J, the air thus. compressed is forced directly to the sig- 11211 G and the safety appliance H of said approach A.

The safety appliances have an approach embodyin a switch 38 and actuating means therefor, tie latter embodying two cylinders 39 and 40 and pistons 41 and 42 arranged to operate in the respective cylinders and nor.-

mally under pressure by means of sprin s 43 and 44. Abranch ipe 35 connects with the 44 connects one end of the c linder 39 with so the adjacent end of the cylinder 40. The stem or rod of the-piston42 connects wlth the switch bar 45 andwhenthe piston 42 is moved towards the outer end of the cylinder 40, the

side track, ditch or otherwise clear the main line of the car or train moving towards the crossing against said signals F and G. A catch 46 engages with a stop 47 of the piston rod to hold the switch when thrown, until the pipe means and operating cylinders are relieved of pressure. A lever 48 fulcrumed toa standard 49 has one end connected with a stem or rod of the piston 49 and its opposite endis proto engage with a stop 47 and'hold the switch out of action so as to ermit trains to pass along the main line un er normal conditions. The rod or 'bar 50 besides releasing the switch and its actuating means is also adapted to 1 10 effect the release of the catch 46 from the stop 47 to permit the switch to move away from the main line after being closed with reference thereto.

When the branch ipe 35 receives air under 1 15 pressure, the semap ore-signal is set to danger and the piston 41 is moved to effect release of the'piston 42 and the switch and the air afteroperating the piston 41 passes into the c linder40 and moves the piston 42 so as to. clbse the switch with reference to the mam line to cause the car or train to pass thereover onthesiding, branch or spur, thereby avoiding a wreck on the main line and giving the car or train having the right of way a clear track. p

The strip 1 1 is returned to normal position by means of spring 55, the latterpnormally exerting apressure to hold the strip 1.1 against.

the rail.

' danger.

l The catch 46 is adapted to be operated by hand to be released from the stop 47, although it may be actuated automatically by means of the piston 41 through suitable connections.

The sema hore signal illustrated in Fig. 6 is preferred or public roads or street crossings and may be used at any point to indicate It is tobe understood that the sev-v eral cylinders are to be provided with vent openings, so as not to interfere with the free operation of the pistons, thereby providing to the crossing, signal devices for each approach to the crossing, a pipe lineconnecting the compressors and signaling devices, means for actuating the compressors from a moving train to charge .the pipe lines and operate the signal devices, and 'a relief for the'pipe line a apted to be tripped by the train after pass ing the crossing and receding therefrom to permit the signal devices to return to normal position.

I mit the parts to return to normal position.

2. A signal for railway crossings comprising a compressor for each railway approach to the crossing, signal devices for each approach to the crossing, a pipe line connecting the compressors and signaling devices, means for actuating the compressors from a moving train to charge the pipe lines and operate the signal devices, valves interposed in the pipe lines at the point of connection of the signaling devices therewith to closeby the blast of air through the pipe line in one direction, and to open by said blast of air moving in the opposite direction to admit of cutting-out certain signals and the actuation of certain other signals according to the direction of approach of the train towards the crossing,

and a relief valve for the pipe line' adapted to v be tripped by the "train after passing the crossing and receding therefrom-to permit 'mit of the secondarysignal at another approach being operated by the air compressing the signaling devices to return to normal position. V 1

3. In railway signal'appliances, the combination of a fluid compressona s' aldevice, a pipe line between-the sign'a device and compressor, means foriop'eratingsaid compressor from a movingtrain, a check valve in'the pipe line fonpreventing back pressure,..and atrip between said check" .valve and the compressor, operating means to effect a bleeding'of the pipe lines to per- 4. In railway signal appliances, the combination of a signal device, a compressor, a pipe line connecting the compressor with the signal operating means, a check valve in the length of the pipe line, a compressing spring adapted to actuate the compressor upon the movin of a train inone direction, a trip for said 0 eck valveadapted to be operated when the train is moving in the oppositedirection. I a v 5. In signal appliances for' railways," the combination ofa signal device, a compressor, a pipe line between said compressor and the actuating means of the si al, and a valve in the pipe line 'having an 1nclined portion to receive the impact of the current passing through saidpipe line, whereby the valve is held 0 osed when the current is in onedirection and is opened when the current is in the opposite direction. n

6. In a railway signal, the combination of an air compressor, signal means, a pipe connection between the air compressor and signal means, a depressible strip for actuating the airccrhpressor by the weight'of the moving car or train in one direction, said strip having a cut away portion to form a space between an end thereof and the rail, a release valve, and o crating means therefor actuated by a roclnng'or lateral movement of the compressible stri when the train is moving in an opposite irection .or receding from the signahngmeans.

7. A-railway signal, the combination of an air compressor, signal means having-pipe the release valve when the train is moving away fromthe signal apparatus.

8.-In a railwa of a primary an secondary signals for each approach, air compressing means adapted to crossing, the lcombination be actuated, by the moving train, pipe con- Q nections'between the several parts, a valve ,inthe mainpipe line fordirecting the air from thecompressor of one approach to'the primary signal mechanism -of another apy the primary signal of one approach to admeans of said approach.

lation' the"n 1ain.line=,.swit actuating means, signal agpliances', air ompressing "means actuated y the'movmg. train, and

pipeconnections between the air compress- I mg means, signal devices and'switch operating appliances, whereby in the event of the slgna set againsta traingoing unheeded,

said train will be side tracked to permit the.

preach, and a valve adapted to be actuated combination of a switch incooperative rela- 1 tion with a main line, a cylinder "and piston merit of the switch in each direction, and means for charging said second cylinder to effect release of the'switch and primary piston preliminary to moving the switch.

.In testimony whereof we aifix our signafor moving said switch, lock devices forholdtures in presence of two witnesses.

ing the switch both opened, and closed, a second cylinder having communication with the first mentioned cylinder, a piston ar- 10 ranged to operate in said cylinder, a lever for releasing the lock devices to permit move- JAMES w. PIPKJN. [1.. s] HILLARI) s. MITCHELL. [L. s.] l/Vitnesses: LEWIS L. BISHOP,-

JONATHAN B. Cox; 

